1. 10 -1 ROAD DIETS Before After Designing for Pedestrian Safety – Road Diets

2. 10 -2 Learning Objectives At the end of this module, you will be able to: Describe how ped crash risk increases with number of travel lanes and speed.Describe how ped crash risk increases with number of travel lanes and speed. Explain why reducing # of travel lanes reduces risk, and makes it easier to cross the streetExplain why reducing # of travel lanes reduces risk, and makes it easier to cross the street Demonstrate how reducing lanes frees space for higher & better use:Demonstrate how reducing lanes frees space for higher & better use:  Streets exist 24/7; peak traffic may be a concern for as little as 30 minutes a day Designing for Pedestrian Safety – Road Diets

3. 10 -3 “Classic Road Diet” San Antonio TX 4 to 3 lanes Designing for Pedestrian Safety – Road Diets

4. 10 -4 Road diets: reclaim street space for other uses On-street parking Median Center Turn-Lane Bike Lanes Designing for Pedestrian Safety – Road Diets Seattle WA

5. 10 -5 Road Diets and Traffic Safety Designing for Pedestrian Safety – Road Diets

6. 10 -6 3 crash types can be reduced by going from 4 to 3 lanes: which ones? Designing for Pedestrian Safety – Road Diets

7. 10 -7 X 3 crash types can be reduced by going from 4 to 3 lanes: 1 – rear enders Designing for Pedestrian Safety – Road Diets

8. 10 -8 X 3 crash types can be reduced by going from 4 to 3 lanes: 2 – side swipes Designing for Pedestrian Safety – Road Diets

9. 10 -9 X 3 crash types can be reduced by going from 4 to 3 lanes: 3 – left turn/broadside Designing for Pedestrian Safety – Road Diets

10. 10 -10 Case study: Edgewater Drive Resurfacing Project (Orlando FL) $589,000 project scheduled in FDOT 5-year work plan FDOT open to 3-lane option if City takes over jurisdiction Changes must be accepted by neighborhood and business associations; before/after studies Concept Before Orlando FL Designing for Pedestrian Safety – Road Diets

11. 10 -11 Reality: Before Designing for Pedestrian Safety – Road Diets Orlando FL

12. 10 -12 Reality: After Designing for Pedestrian Safety – Road Diets Orlando FL

13. 10 -13 Before/after studies: 1. Crash rate 1 crash every 2.5 days 34% Reduction (146 per yr) 1 crash every 4.2 days (87 per yr) Designing for Pedestrian Safety – Road Diets

14. 10 -14 68% Reduction 1 injury every 9 days (41 per yr) 1 injury every 30 days (12 per yr) Before/after studies: 2. Injury rate Designing for Pedestrian Safety – Road Diets

15. 10 -15 Before/after studies: 3. Speeding analysis Designing for Pedestrian Safety – Road Diets

16. 10 -16 Now 21,000+ Before/after studies: 4. Traffic volumes Designing for Pedestrian Safety – Road Diets

17. 10 -17 Before/after studies: 5. On-street parking utilization Designing for Pedestrian Safety – Road Diets

18. 10 -18 23% Increase Before/after studies: 6. Pedestrian volumes Designing for Pedestrian Safety – Road Diets

19. 10 -19 30% Increase Before/after studies: 7. Bicyclist volumes Designing for Pedestrian Safety – Road Diets

20. 10 -20 Also: Noise levels went down… Before/after studies: Evaluation matrix Designing for Pedestrian Safety – Road Diets

21. 10 -21 2.Which road produces the higher speed? With a 4-lane road a fast driver can pass others With a 2-lane road the slower driver sets the speed 3.Which road produces the higher crash rate? 4.Which is better for bicyclists, pedestrians, businesses? 1.Which road carries more traffic? Designing for Pedestrian Safety – Road Diets San Antonio TX

22. 10 -22 Road Diet CMF = 0.71 (CRF = 29%) overall Designing for Pedestrian Safety – Road Diets Orlando FL

23. 10 -23 What are some benefits of road diets for pedestrians?  Reduce crossing distance  Eliminate or reduce “multiple threat” crash types  Install crossing island to cross in 2 simple steps  Reduce top end travel speeds  Buffer sidewalk from travel lanes (parking or bike lane)  Reclaim street space for “higher and better use” than moving peak hour traffic Designing for Pedestrian Safety – Road Diets

24. 10 -24Before Reclaiming road space creates room for ped islands Designing for Pedestrian Safety – Road Diets Charlotte NC

25. 10 -25Concept Reclaiming road space creates room for ped islands Designing for Pedestrian Safety – Road Diets Charlotte NC

26. 10 -26 BeforeAfter Reclaiming road space creates room for ped islands Designing for Pedestrian Safety – Road Diets Charlotte NC

27. 10 -27 This 5-lane Main Street was converted to… Designing for Pedestrian Safety – Road Diets Pottstown PA

28. 10 -28 Name 4 things that changed Fewer travel lanes; added bike lanes; parallel to back-in diagonal parking on one side; new pavement Designing for Pedestrian Safety – Road Diets Pottstown PA

29. 10 -29 There’s potential on one-way streets too: Is this street operating at capacity? Designing for Pedestrian Safety – Road Diets Boise ID

30. 10 -30 Example of one way street converted from 3 lanes to 2 lanes (plus 2 bike lanes) Designing for Pedestrian Safety – Road Diets Sacramento CA

31. 10 -31 This area was recaptured from a 4 th travel lane; the street took on a whole new life Designing for Pedestrian Safety – Road Diets Portland OR

32. 10 -32 Road Diet Learning Outcomes You should now be able to:  Describe how ped crash risk increases with number of travel lanes and speed.  Explain why reducing # of travel lanes reduces risk, and makes it easier to cross the street  Demonstrate how reducing lanes frees space for higher & better use:  Streets exist 24/7; peak traffic may be a concern for as little as 30 minutes a day Designing for Pedestrian Safety – Road Diets

33. 10 -33 Questions? Designing for Pedestrian Safety – Road Diets